WO2004014700A1 - Computer system and method for controlling, particularly for executing the coordinated drive train control of a motor vehicle - Google Patents

Computer system and method for controlling, particularly for executing the coordinated drive train control of a motor vehicle

Info

Publication number
WO2004014700A1
WO2004014700A1 PCT/DE2003/002541 DE0302541W WO2004014700A1 WO 2004014700 A1 WO2004014700 A1 WO 2004014700A1 DE 0302541 W DE0302541 W DE 0302541W WO 2004014700 A1 WO2004014700 A1 WO 2004014700A1
Authority
WO
Grant status
Application
Patent type
Prior art keywords
plug
vehicle
ins
request
coordinator
Prior art date
Application number
PCT/DE2003/002541
Other languages
German (de)
French (fr)
Inventor
Dirk Bassiere
Frank Bickendorf
Rasmus Frei
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date

Links

Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/0195Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the regulation being combined with other vehicle control systems
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08Interaction between the driver and the control system
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/85System Prioritisation
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/20Conjoint control of vehicle sub-units of different type or different function including control of steering systems
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/22Conjoint control of vehicle sub-units of different type or different function including control of suspension systems
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001Details of the control system
    • B60W2050/0002Automatic control, details of type of controller or control system architecture
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0062Adapting control system settings
    • B60W2050/0075Automatic parameter input, automatic initialising or calibrating means
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0062Adapting control system settings
    • B60W2050/0075Automatic parameter input, automatic initialising or calibrating means
    • B60W2050/009Priority selection
    • B60W2050/0094Priority selection of control units
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/02Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/029Adapting to failures or work around with other constraints, e.g. circumvention by avoiding use of failed parts
    • B60W2050/0297Control Giving priority to different actuators or systems
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2550/00Input parameters relating to exterior conditions
    • B60W2550/14Road conditions, road types or road features
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2550/00Input parameters relating to exterior conditions
    • B60W2550/40Involving external transmission of data to or from the vehicle
    • B60W2550/402Involving external transmission of data to or from the vehicle for navigation systems
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/04Monitoring the functioning of the control system

Abstract

The invention concerns a prior art multi-layered module-like software design that has been further developed for vehicles and also concerns concrete procedures for the practical conversion thereof. To this end, the invention provides a computer system having a software architecture (Fig. 4) containing concrete functional assignments and interfaces with exchangeable module-like plug-ins. With the aid of an inventive prioritization method, these plug-ins can be queried independent of the number and functionality of the requesting systems for flexibilizing. An inventive method for executing the drive train control of a motor vehicle is divided into 5 phases from the characterization of the environmental factors until the starting of the optimal operating point. This method can also be used in an inventive computer system having an object-oriented software system.

Description

Computersvstem and method for controlling, in particular for coordinated drive train control of a motor vehicle

description

The invention relates to a computer system and a method for controlling, in particular for coordinated drive train control of a Kraftfalirzeuges.

In the automotive art, the electronics were originally used only in the form of individual elektronifizierter components, these components isolated and passaged separately. Subsequently, these components have been increasingly integrated into systems. Examples include electronic engine control systems, brake control systems or Fahrermformationssysteme. Currently, a trend towards the networking of all vehicle systems with each other and increasingly also observed with the vehicle environment.

This apparent convergence of systems now brings significant technical and organizational challenges: new vehicle functions are often only feasible and effective use in combination of different subsystems, so that a functional integration of subsystems and different suppliers is required - the value and character of vehicles are increasingly complex

Software functions determined to master the growing system complexity is a decisive competitive factor for vehicle manufacturers and suppliers in terms of speed, cost and quality.

Prior Art From DE 199 16 637 Cl discloses a method for controlling the drive train of a motor vehicle and a drive train control of a motor vehicle. The aim is also to support for motor vehicles with an automatic transmission when the service brake by the driver, the delay through the drive train of the motor vehicle. A central control unit evaluates a braking torque request or the driver's vehicle deceleration request, for example, additionally dependent on the operating parameters of the driver type, load condition and road conditions (z. B. Winter mode), which is expressed by depressing the brake pedal. Based on this detected braking torque, an engine drag torque setpoint is determined. The ratio of the automatic transmission is automatically set depending on the engine drag torque value based on a downshift characteristic field. Unfortunately, all the operations of a central control unit are controlled so that an adjustment of the central control unit to different vehicle types or the installation of new control components is not possible.

From DE 199 40 703 Cl discloses a method and a device for engine and gear control in a motor vehicle with an internal combustion engine, which is controlled by an engine controller, and a step automatic transmission that is controlled by a transmission control system, known. Here, the Radantriebsmoment (wheel torque) even in a stepped automatic transmission at constant accelerator pedal position is continuously changed (continuously) on the vehicle speed. The wheel torque has to occur as a function of vehicle speed a decreasing, hyperbolic curve, in which regardless of the switching operations no discontinuity ün Radmomentenverlauf. From a driver's desired wheel torque is calculated by the total of the torque coordinator, engine management and transmission control, a target engine torque and implemented within the physical limits. Outside of the switching operation of the stepped automatic transmission, this is achieved in that a force acting on the charging torque requirement and or a force acting on the ignition torque specification are calculated at least in dependence on the transmission ratio and the predetermined transmission output torque. The aim is to reach a certain engine torque, which just gives the predetermined transmission output torque with the interposition of known translation. During the switching operation of the stepped automatic transmission realizing the transmission output torque is essentially a provided in the stepped automatic transmission friction. According to the selected for the friction control variable for a specific torque is transmitted. Therefore, the manipulated variable being set during the shifting process so that the desired transmission output torque is achieved according to a selectable transition function. The disadvantage here is that the wheel torque depends exclusively on the Falrrpedalstellung and no other factors such. B. driver type or wheel slip into account. The method and apparatus are not flexible, because they are integrated into an engine and transmission control of a vehicle, thus transmission to other vehicle types and control unit configurations are possible. Furthermore, not new control functions are integrated. From DE 198 38 333 Al of the Applicant a computer system having at least one processor and at least one memory for controlling a drive unit is known. The aim is to provide a control structure of the whole vehicle, with the aid of the drive train, and specifically the drive unit can be linked to outlying components. Drive train and the drive unit are integrated in an engine management in an overall vehicle concept. The vehicle is regarded as a total system consisting of functional units, as a first component. The overall system consisting of functional units, in different, predeterminable components such. As vehicle motion and drive coordinator, divided. The drive unit is predetermined as a component. The drive unit is controlled depending on the predetermined components and / or exchanged at the interfaces between the component data. Through this system composite individual elements or functional units can no longer be considered separately, but integrated into the overall concept. In a drive or motor control, for example, must not only torque or power requirements or default speed of the vehicle motion, such as steering, brakes and electronic stability program are taken into account, but also the power and torque requirements and / or Drehzalilinformationen all ancillary components and actuators. In addition, but also the possibility of access to data and information from other functional units and systems, such results. B. Environmental parameters, vehicle state quantities, vehicle types, and users sizes to perform an adapted to the respective circumstances drive control. The disadvantage here is that it is not possible to replace individual functional units in modular fashion, that is a flexible module-system structure does not exist. Furthermore, also made no comprehensive information on the concrete implementation of the targets.

From EP 0883510 Bl a drive train control for a motor vehicle is known which includes a Radmomentenberechnungsschaltung through which the position of the accelerator pedal is interpreted as a desired by the driver wheel torque or transmission output torque and used for calculating target values ​​for the dispensed from the powertrain torque, and having a control circuit which is provided with a fuzzy system in which the desired wheel torque is evaluated together with operating parameters of the motor vehicle and environmental parameters, by means of a central driving strategy selector circuit, the operation of the drive train at any driving style of the driver and driving situation of the the motor vehicle is matched to predetermined criteria and which is connected to a Motorleistangsstelleinheit to which it emits an output signal by which to be dispensed from the wheels to the road surface target wheel torque is set. It will set out a strategy for the engine control, the engine power control unit and the transmission control center such that the emission of pollutants is minimized. The central strategy may also have a driving power mode of the motor vehicle to the destination. All decentralized functional units are set in this strategy so that the best possible acceleration and a rapid response of the drive are in the driver's request. What is needed is such a mode for a sporty driving style and driving uphill. It is controlled by a control circuit, wherein the data exchange over a high speed serial bus communication, z. B. is a CAN bus is executed.

The disadvantage here is that due to the overall configuration is very little flexibility with respect to different vehicle and controller configurations and devices reusability of the developed software components exists because all of the components are adapted to the central control circuit.

In motor vehicles are used for various components in the drive train, such as engine and transmission, interfaces for communication agreed, can be transmitted via the requirements in order to be executed by the receiving component (spread in the automotive field technical interface to the control device networking is for example CAN-Bus).

In addition to the accelerator pedal and the brake pedal, there are plenty of other requesters can make the specifications of the drive train. Typical examples are comfort systems such as cruise control or safety systems such as traction control and ESP. Here is spent for a large part of development and computing capacity unfavorably to decide according to the current driving situation, when each system must actually actively dictate or influence the operating point of the drive train.

It is known, sitting up on a real-time operating system as a standard operating system, z. B. ERCOS or OSEK or OSEK / VDX to employ embedded software solutions to control operations of a vehicle. Here are application-specific functions, system basic functions, core functions, and the appropriate driver software, so the specific basic functions on the one hand, interwoven with the different operating functions, and on the other hand Teilbettiebsfunktionalitäten which determine the actual operating behavior of the vehicle. Necessary or desired change of functions or the subsequent insertion of functions can be very complex system configurations in this way interwoven software solutions, in particular the

Interfaces are formed.

From DE 100 44 319 Al of applicant, the abstract idea is already known by the clear separation of the operation and basic functions and the Emführung a system layer or intermediate layer with an open Schm ^ filters function to achieve optimization. Here, it is assumed that an electronic system for a vehicle or from a system layer of the electronic system, said electronic system comprising first components for carrying out control tasks during operating sequences of the vehicle and second components which coordinate interaction of the first components for carrying out the control tasks comprising , The first components drove this control tasks by using Bettiebsfunktionen and basic functions. Advantageously, the system is configured such that base functions and Bettiebsfunktionen or Teilbettiebsfunktionalitäten (as partial operating modules or plug-ins hereinafter) are clearly separated from each other, wherein the basis functions are combined in a base layer. Conveniently, the system layer is then formed on the base layer, which contains the basic functions, placed. The system layer or intermediate layer contains at least two of the second components which co-ordinate the cooperation of the control components. It is provided in or at the system layer at least one open interface to the Bettiebsfunktionen, whereby the system layer connecting the basic functions with any Belriebsfunktionen such that the operational functions incorporated modular and / or uses or may be connected to the electronic system modular. Therefore the operating functions and the partial operating modules are modular in integration into the electronic system, reusable and easily exchanged or modified. Through the system layer a defined interface is specified to allow for any operating functions, a variant form as well as expansions or changes in functionality, especially by partial operating modules, called plug-ins as part of the ECU software. In one embodiment, therefore, a system which is already in series or in use or operation, be further developed, modified and / or extended by adding new operating functions. Thus control tasks or specific performance of an electronic system can usefully designed very flexible and individually developed and implemented. In addition, the Übenvachungsfunktionen the Bettiebsfunktionen and / or the partial operating modules can be integrated into the system layer additionally regard. This modular software and Überwachvmgsfunktionalitäten the possibility, for example by third parties software gives integrate with little effort into the electronic system. This allows display also specific variants exclusively within the Bettiebsfunktionen or partial operating modules while the system layer can be application independent. The disadvantage here is that only formal requirements are made and concrete, substantive procedures are not specified.

Advantage of the invention

Starting from the prior art described to a computer system and a method for controlling, in particular for coordinated drive train control of motor vehicles, to be created which have specific content approaches. The invention proposes a computer system with the features of claims 1 and 25 and a method having the features of claims 8, 12 and 19th Advantageous embodiments of the invention are subject of the dependent claims and the following description.

Here are inventively particularly

Requirements of different systems in a uniform way based on system reference variables

(Substantially equal to the transmission output torque) introduced centrally introduced various methods for determining suitable operating points of the Antriebssttanges, - the requirements and method according to the current driving situation by an abstract

Prioritization method appropriate to the situation prioritized so that the correct request into consideration and the optimum method is used for operating point selection, made the requirements according to the drive train topology of the relevant vehicle converted and specifications to the drive train components, wherein the interfaces are set to the components as abstract as possible on a physical basis , around

largely eliminate dependencies example of different types of engines (diesel and gasoline), and offered the opportunity to summarize the identification of requirements and procedures for calculating optimum operating points in plug-ins, in order to create separable systems within the meaning of-sale products.

For functional implementation of a modular system structure, it is necessary to provide a software architecture in which clear functions are assigned to the individual elements or components. Under the abstract concept of architecture, both the systematic structuring of a complex system network and their concrete implementation is understood. For this reason, the invention provides a computer system having at least one processor and at least one memory for controlling, in particular for Anttiebsstrangsteuerung for a motor vehicle, indicated which has a corresponding software architecture. This consists of the following elements or components: an "Operation System and Specific Services" with operating system and specific services as the basis for all other elements and applications of

"Basic Functionality" for implementing universal requests, said basic functions of a control unit, for example, the control of actuators of an internal combustion engine can be accomplished in the Basic Functionality, a "layer" for coordinating tasks for basic functionalities of the Basic Functionality and for integrating plug-ins and at least one plug-in the implementation of specific tasks or functions, which the basic functionality are coordinated by the layer of Basic functionality and Irinausgehen. Here can be modularly exchanged at the computer system advantageously the plug-ins, so the computer system can be flexibly adapted to different vendor and customer requirements and functions are easy to implement. This realized in the plug-in client can function in a simple and advantageous manner be transferred to various types of vehicles or motors without having to change them yourself. The adaptation to a changed Fahrzeugkonfϊguration is performed by adjustments for example in the Basic Functionality (eg diesel instead of petrol).

Furthermore, can be inserted into the computer system by this module illustrative structure of new sub-functions easy. This also a software sharing is possible, for example.

Moreover, advantageously, in the software architecture and open interfaces (open interfaces) that can be accessed from the outside of the, or closed interfaces (encapsulated interfaces) which are not released to the outside, integrated.

As plug-ins, for example, an ACC Request (Adaptive Cruise Control Request) for adjusting the speed or distance of the vehicle, a Drivers demand (comfort or sport) being implemented by, for example, various characteristics of vehicles for the design and interpretation of the accelerator pedal, Driveability establishing a global Oplimierungskriteriums such. B. Falrrkomfort or sports shirt and Strategy (comfort or sport), which determines from the set value for the torque at the transmission output and the vehicle speed to the desired value for the gear ratio and the engine torque.

In Layer coordinators Vehicle Coordinator Vehicle Motion Coordinator and Coordinator Powerttain for example, are integrated. Each coordinator should be able to communicate with the plug-ins, ie be interfaced with the plug-ins. Furthermore, the layer should be connected via interfaces for communication with the Basic Functionality which contains basic functions which operate like sensors or actuators, where z. For example, the engine management functions as a torque control, the transmission management reacting a speed ratio brake management setting a required negative target acceleration.

Requirements of different systems in a uniform way based on system reference variables, eg. B. transmission output torque, introduced centrally. The computer system according to the invention allows so by simply replacing or adding features that are contained in plug-ins to customize a vehicle flexibly to different requirements. Thus, the car manufacturers to imports brand differentiation through software as stand alone due to different software components vehicles with different properties. Furthermore, the cost to a large extent can be reduced because for adapting to new features the entire computer system need not be replaced, but only by the cost-effective exchange of individual plug-ins, the properties can be changed.

To be able to easily achieve the desired simple exchangeability of functions in the plug-ins described inventive computer system, it is necessary that the other components of the software architecture to access regardless of the number and operation of the plug-ins on the Plug-ins can. Just as plug-ins can be interchanged. An inventive prioritization method of information providers such. As plug-ins to control, especially for the coordinated drive train control for a motor vehicle, is implementing this goal. The prioritization method is for example used in the aforementioned computer system. In the plug-ins or requesters in dependence on the current driving situation a requirement request, a request desired is included, but not at any particular driving situation in the respective plug-in or requester must be included. The requester or plug-ins are sorted in ascending or descending according to the degree of priority, said priority is determined as a function of global Optirnierungskriterien, for example a Okoabstimmung, sports vote or a winter detection. In this corresponding sorted list of requesters or plug-ins each requester are processed with the highest priority is sequentially starting with the requester, that is, it is determined whether a request in the request or requestor in the plug-in is present. Once a requester a request containing request, the processing of the request contained in that request, the requestor is canceled, and selected preferably stored and forwarded. Each requester in the sorted list may be uniquely identified by an identity (ID), preferably as a number, and the position in the list.

In a further inventive prioritization method of information providers such. B. Plug-ins are executed in a list of requesters or plug-ins, all requesters in any order, this list is not sorted according to priority and the execution can be carried out sequentially here, for example. Thereafter, the request request in the list, the requester having the maximum (minimum) request or desire of the average desired request of the requesters is determined. This maximum (minimum) requirements desired is then stored and forwarded.

To determine the maximum (minimum) requirements desire the scheme described below is generally used. The requester or contained in the unsorted list plugins are queried in any order. The first requirement polled request which originates from a desire a request containing plug-in is first cached. Each additional polled request desired is compared to the cached request request, if it is greater (smaller) than the cached request desired. If an off Requested request desired is larger (smaller) than the latched request desire this retrieved request request is latched and the previous requirement request erased, ie the previously stored value is overwritten by the currently requested value, otherwise no storage, that is, the previously latched request desired remains stored. After interrogation of all the requesters of the maximum (minimum) requirements request is cached, and can be forwarded.

Here, in a variant for certain requesters such. B. requesters drive the motor and brake, with a specific request desire z. B. a braking intervention, the minimum (maximum) request desire z. B. the minimum propulsion request, are selected and, if otherwise the maximum (mmimale) requirements desired.

In a further variant of the prioritization method just described, after maximum (minimum) selection, it is also possible that individual requester or plug-in effect that certain other requesters are not taken into account in the determination of the maximum (minimum) requirements desire. For example, can cause a requester accelerator pedal that all other requesters which cause braking / deceleration are not taken into account.

Each requestor or a plug-in is by an identity (ID), preferably a number, for executing clearly marked. This means that the position in the list is not important.

Also in this prioritization process, there are various lists for adapting to global optimization criteria such. B. Okoabstimmung, sports tuning or winter detection, but is only relevant here, which requester in the list.

Both prioritization method just described can also be combined with each other, wherein preferably the first-described prioritizing method is used first and, if it returns no result, the second prioritizing method is applied. The first prioritization method provides no requirement request if the appropriate list in any of the requester or plugins request a request is contained.

For coordinated drive train control of a Kraftfalirzeuges it is necessary to divide the complicated process this control, in individual steps, which can be implemented by a corresponding computer system or software. An inventive method for coordinated drive train control of a motor vehicle basically comprises the following steps or phases:

1. Characterization of environmental influences, 2. setting a global optimization criterion, eg. As sporty, economical or wear gently,

3. Falyxerwunschinterpretation,

4. Determination of the optimal operating point and the fifth start of the optimum operating point.

To characterize the environmental impact in the first step, current environmental data are processed and possibly typed, z. As vehicle parameters (speed, lateral acceleration), Triebsttangzustand (traction and thrust / train), driver type detection (sporty or economically by deriving from the driving behavior) and driving situation detection (Berg, curve, winter, city, highway). In the second step, a global optimization criterion is defined. In the Falrrerwunschinterpretation 3 out process step a specification for the longitudinal movement of the vehicle, for example, from Fahrpedalinte is retation to acceleration / deceleration and / or the specifications of a driving speed controller or ACC derived using a system command Gettiebeausgangsmoment in size transmission output torque for the Antriebssfrang and size vehicle deceleration is divided for the brake. To determine the optimal operating point in the fourth step of a transmission output torque for a specific Motonnoment and a gear ratio is determined. The approach to the optimal operating point in the fifth and final step is carried out within a certain time, that the approach does not take place abruptly or quickly as possible, but is adapted to certain criteria, such as drivability, comfort, safety and the aggregate protection. In these phases, the individual tasks of the phases or steps of coordinators in a layer of a computer system according to the invention preferably be edited. The contents of the phases are provided by the plug-ins via interfaces or provided, wherein preferably the selection of plug-ins according to any one of the prioritization method of the invention described above is effected.

The creation of a computer system to control it is useful to have an object-oriented software system. An object-oriented software system is structured to the effect that the software various parts or components of the controlled object or state variables and also functions is assigned. In a motor vehicle that for example the vehicle, which

Vehicle motion, the engine, transmission or the driver type and the size of the vehicle. The computer system according to the invention with at least one processor / memory with object-oriented software system consists essentially of the following object-oriented components: vehicle movement (Vehicle Motion, VM), drive train (Powerttain, PT), the vehicle coordinator (Vehicle Coordinator, VC), information providers, for example environmental variables (environment Data, ED), driving state variables (driving condition Data, DD), vehicle parameters (vehicle Data, VD) and user variables (user data, UD). In Info donors current state variables are stored. This object-oriented components with interfaces to the outside and the inside (Interface In and Out) and a criteria coordinator (Criteria Coordinator, CC) for Dep age of plug-ins to communicate connected to interfaces. z component vehicle movement has. As yet the components of traction and driving stability systems (ESP), vehicle motion coordinator (Vehicle Motion Coordinator, VMC) and propulsion / braking (Propulsion / Brake, PrB) on. This component propulsion / brake has, for. As yet the components of propulsion (propulsion system PrSy) Brake System (Brake System BrSy) and a propulsion and brake coordinator (Propulsion and brakes Coordinator, PRBC) with a component Beschleunigungsaufteiler (Acceleration Request Manager, AccRM) on. The Beschleunigungsaufteiler decides what portion of the engine and which portion in a negative acceleration (deceleration) is taken from the brake. The component Anttiebssttang example, the components Antriebssttangkoordinator (Powerttain coordinator, PTC), engine (engine Eng), transmission (transmission, Tra) and the information transmitter power train state variables (Powerttain Data, PD) on. The criteria coordinator can communicate with an application interface (Application Programming Interface, API). Thus an object-oriented software system is provided according to the invention, which is optimally adapted to a modular system design.

In a further embodiment, the above described method according to the invention with 5 phases with the inventive computer system is implemented with object-oriented software system. It comprises the following steps:

To characterize the environmental influences, the current environmental data or state variables are allocated to Info donors, which all other components can access, other than the driving state variables, to which only the Anttiebssttang can access. In the 2nd process step, the setting of a global optimization criterion is controlled by the vehicle coordinator which interrogates proposals on the criteria coordinator from selected plug-ins.

In the next process step, the Falrrwαmschinterpretation is the propulsion and brake coordinator controlled, which determines, in cooperation with selected plug-ins via the criteria coordinator, the specifications for brake and Anttiebssttang, wherein the vehicle motion coordinator preferably these requirements with the traction and

coordinated driving stability system and passes these requirements to the powertrain or the brake system, for example, a traveling acceleration is converted via the application interface in a transmission output torque and forwarded to the Anttiebssttang. In the fourth step the optimal operating point on the criteria coordinator plug-ins are selected by Antriebssttangkoordinator for determining and

Antriebssttangkoordinator communicates with the plug-ins via the criteria coordinator. the newly selected operating point determined - in the fifth and final stage is based on the same approach, the start - so that the transition from the current is meant for new operating point.

Preferably, the selection of the plug-in with one of the prioritization method of the invention described above is carried out in this method. This method thus allows using the object-oriented software system, the erfmdungsgemäße method for controlling a vehicle run.

Part of the invention are computer programs comprising program code means or computer program products with program code means which are stored on a readable medium to perform one of the methods according to the invention, if the computer program is executed on a computer or a corresponding computing unit.

drawings

The invention will be described by way of example. They show:

FIG. 1 is a schematic of an "intelligent" vehicle of the future,

Fig. 2 shows a schematic development process of a modular system design,

FIG. 3 shows an aligned on the vehicle topology structured functional architecture,

Fig. 4 is a schematic overview of a erfmdungsgemäße software architecture of the modular system design,

Fig. 5 is a schematic exemplary Konlα-etisierungsform of the system architecture according to the invention of modular construction system,

Fig. 6 is a schematic view of the symbolic features of a motor vehicle as

Testbed,

Fig. 7 shows a software architecture erfmdungsgemäße with plug-in design in a

Layers view

FIG. 8: a schematic internal structure of a vehicle motion according to the invention

Coordinators of Figure 7, Figure 9:.. A graphical representation of an inventive linear prioritization (first stage) and a maximum selection inventive (second stage),

Fig. 10: shows an inventive flow diagram of a prioritization method as a combination of linear prioritization (first stage) and maximum selection (second stage),

Fig. 11: shows an inventive method for coordinated drive train control unit in a

Representation between plug-ins and Triebsttangkomponenten,

Fig. 12 is a software structure for the erfmdungsgemäße erfmdungsgemäße method for coordinated drive train control,

Fig. 13: shows an inventive object-oriented software system for coordinated drive train control,

Fig. 14: shows a schematic representation of the phases of the inventive method for coordinated drive control,

Fig. 15: a software system of Figure 13 in the selection of the optimization criterion.

Fig. 16: an example prioritization process corresponding to Figure 15 for selecting the.

Optimization criterion by the vehicle coordinator

Fig. 17: shows a schematic structure according to Fig 13 in the driving intention interpretation.

Fig. 18: an exemplary prioritization sequence analogous to FIG 16 in the.

Driving intention interpretation,

Fig. 19: an exemplary request a plug-ins,

Fig. 20: shows a schematic structure according to Fig 13 for determining the optimum.

Operating point,

Fig. 21: an example prioritization process corresponding to Figure 20 for determining the optimal operating point, FIG. 22:. A schematic structure according to Fig 13 for starting the optimum.

Operating point,

Fig. 23: an example prioritization process corresponding to Figure 22 for approaching the optimum operating point and.

Fig. 24: shows a schematic structure according to Fig 13 with the use of individual plug-ins from various interfaces..

preferred embodiment

A module-system structure (also Cartronic the company Bosch known) for all

Control tasks in the vehicle is an open system architecture.

The vision of the modular system design underlying structures the intelligent vehicle of the future in three essential elements, see Fig. 1:

Intelligent sensors detect all important for vehicle operation information. These include,. As sensors for detecting motion data such as speed, acceleration and angular rate sensors for vehicle variables such as temperatures and pressures and in future also increasingly sensors for detecting the vehicle environment (eg. As ultrasound, radar, video).

Intelligent actuators put the necessary control commands to safely and reliably. Intelligent, electronically controlled actuators are, for. B. the Anttiebsstrang consisting of internal combustion engine and the transmission for generating the propulsive moment, electronically controlled braking systems for the defined delay and stabilization of the vehicle and electronically controlled steering systems for safe and sensitive tracking. These interventions will in future be increasingly "by wire" electronically controlled and monitored. A man-machine Schmttstelle (Human Machine Interface, HMI) are relevant to them in the respective Falrrsituation information to the driver and allows for safe and convenient operation of the vehicle over the controls of the cockpit.

Today's vehicles are usually marked by "grown" Elekteonik-Sttukturen with a Vielzalil isolated and self-sufficient Emzelfunktionen and control units. The development is therefore usually limited to an optimization of the isolated individual functions and subsystems that optimize the entire system is difficult.

Therefore, to realize the vision of networked systems in the vehicle a continuous, consistent, modular and open Systemarchitekur is required. The aim of the system architecture is the seamless integration of all subsystems for more efficient Superordinate Falnzeugfunktionen which require a combination of several subsystems. Other goals include flexibility with respect to different vehicle and Steuergerätekonfϊgurationen, simpler implementation of customized functions and high reliability and reusability of developed software components.

Under the abstract concept of "architecture" both the systematic structuring of complex system network and their concrete implementation is to be understood below. To describe the "architecture" may be distinguished different "views" that are respectively mapped by its own descriptions (in the sense of different abstract to concrete models) which are generated in the individual stages of the development process and realized, see Fig. 2.

Basis of the system architecture of the modular system structure is aligned to the vehicle topology hierarchically clearly structured functional architecture, see Figure 3. The functional architecture describes order and coherence of logical modular functional components. Their tasks, their interfaces, and their interactions with each other. Key elements of the functional architecture are domains (sub) systems, functional components and communication links. The resulting abstract model is still independent of an implementation with a special hardware topology.

The functional architecture divides the vehicle into different "domains": vehicle movement (Powerttain), coil (Vehicle Motion), body and interior (Body and Interior), electrical power supply (Electrical Supply System), thermal energy (thermal Supply System), etc. Within each domain identify different subsystems that consist of "functional components", which are about communication relationships with each other interactions. The term "component" here means not necessarily the physical unit in the sense of a part, but a functional unit that can possibly break down as a subsystem in further functional subcomponents.

Each of the subsystems koordimert its sub-components themselves, the coordination between subsystems incorporate special functional components, which are designated as coordinators.

The communication relationships, the four basic types of orders, requirements, feedbacks, and queries can be distinguished. One requirement is the desire to perform a task while a job is connected with the obligation to Ausfülirung. While possibly several different functional components may provide similar and even conflicting requirements (for example different consumer a Anttiebsmoment a motor), the order is placed by exactly one client (eg. As a Antriebssttangkoordinator) to exactly one contractor (eg. As the internal combustion engine ). The contractor gives the client where appropriate feedback on the Ausfülirung.

The Funl ionsarchitektur can be displayed graphically or by UML models. Whatever the chosen form of description the structuring rules underlying supply particularly in the phase of system analysis, a consistent method to master complexity, and allow the systematic definition of functional interfaces.

The next step in the development process is the reaction of the functional architecture into a suitable software architecture. The software architecture describes the structures of the software of the system, it consists of software components that can be divided into in other software subcomponents. The functionality of a software component must not necessarily be equated with a functional component of the modular system design in general. but the functional Sttukturierung of components of the modular system design supports an object-based software design.

Fig. 4 shows a product-oriented, schematic overview of a system based on the modular structure of the invention software architecture. The following elements can be simplified distinguished:

"Operation System and Specific Services" with operating system and specific services as

Basis for all applications to run on the controller;

"Basic Functionality" refers to the basic functions of the control device for implementing universal requests (for. Example, control of the actuators of an internal combustion engine). The

Basic functions are determined from the functional architecture and patterned; "Layer": this software component performs the coordination tasks for multiple basic functions and integrates plug-ins; "Plug-in": these software components implement concrete, separable tasks that go beyond the basic functionality and are coordinated by the component layers.

In this split open and encapsulated interfaces can be distinguished (open and encapsulated interfaces). Encapsulated interfaces are not released to the outside, while can be freely accessed open interfaces. The modularity of this software architecture supports the interchangeability of part functionalities, thus enabling a software sharing. To implement the system group the division of functions to specific control units and the mapping of communication links to a network topology plays a crucial role. While the traditional approach "grown" systems, the division of the control devices and their networking was given typically the first step and function and Softwarearchitelctur had to align these Gegebenlieiten, the modular system design supports a systematic simultaneous development process here.

The modular system design allows by the underlying coordination of distributed systems a flexible system realization both in decentralized distributed and centrally concentrated control equipment divisions. Also with regard to the use of specific bus systems and Konmunikationsstandards the modular system design allows for encapsulation by the associated interfaces a high flexibility.

The specifically different depending on the market segment and manufacturer topologies are therefore supported by the modular system design with a high degree of reuse of functional and software components.

As the foregoing has shown form, clearly defined, standardized interfaces a key element for meeting the challenges of a system network.

The system architecture supports the development of universal interfaces. different concrete forms can, depending on point of view, be distinguished, see Fig. 5:

Functional interfaces (basic functional interface), which, starting from a simplified form (for example, the torque request to the engine) in abstract

Signal interfaces are described in detail (example: the detailing of the torque requirement in

The form of a current setpoint torque (torque request), a longer-term guidance torque

(Torque request lead), and z. B. further dynamic and status information (torque set time, characteristics), - specific software interfaces within a control device, wherein the functional

Interfaces can be added by software-technical requirements (for example, the coding of the torque request in the form of variable names, data types, scaling,

Amplitude and time quantization for momentary Solhnoment, reference variable, dynamic and

Status information), - as well as specific signal interfaces on a bus between control units (example:

Coding of the torque demand signal in the form of names, data types, scaling, amplitude and time quantization and bus addresses for instantaneous nominal torque, steering torque, and dynamic state information).

A significant advantage is that the different interface shapes can be transparent and assigned into one another. Thus largely independent of the software interfaces of the actual transport mechanism of information can be ensured (within a control panel or via a bus) at the time of development of a software function. By encapsulating specific part system properties can be ensured also that the interfaces are independent of the technical Ausfülirungsform the connected subsystems. An example is the torque interface to the engine, which is suitable for both universally Benzinais and diesel engines.

This architecture supports seamless functional integration of different electronic vehicle systems. In addition, the plug-in concept allows the implementation of software modules to the characteristic design of the driving behavior.

Fig. 6 symbolically shows the equipment of a vehicle. The motor controller EMU (Engine Management Unit) is connected to the sensors and actuators of the engine and with the gauge of the accelerator pedal module. Further, the vehicle includes a brake control unit BMU (Brake Management Unit), an electronic transmission control TMU (Transmission Management Unit) and an ACC control unit, which processes the signals of the radar sensor. A CAN (Controller Area Network) bus connects the control units with each other.

The equipment allows flexible configuration for different vehicle characters, exemplified below in two versions as "sporty" and refers to "comfortable". A switch inside the vehicle allows the driver, between these two vehicle characters switch. Unlike conventional implementations of such vehicle characteristics, the distinction is not only based on different parameters applications within the individual systems, it rather are "plug-in" used functionalities to adapt the overall system behavior on a higher level software that interfaces each respect responsive software and tuning unchanged individual systems.

For example, to represent the character comfort of a sedan premium class, example, the following demands were made:

The vehicle is to receive an Adaptive Cruise Control (ACC) system. This system enables an adaptation of the speed to a driver input as well as the distance to vehicles ahead by drive and brake can be electronically controlled. ACC is an innovative feature that underscores the premium character and increases driving comfort.

Electronic braking interventions for ACC and other longitudinal control systems (such. As a cruise control with brake intervention) should be possible via the brake control unit (BMU, brake management unit).

The vehicle should feel at the throttle response "soft", ie a violent acceleration should be avoided. Likewise, should be made "soft" load changes, that the momentum of the drive train to be noticeable to the driver under any circumstances. The transmission circuit is to be aimed at a more economical operation, ie the motor is to be operated primarily at low speeds.

In the car's sporty character of driving pleasure have been optimized as a primary goal. According to the given vehicle character should be interpreted transmission and engine control as follows:

The engine should accept spontaneously gas, ie the accelerator interpretation should "be sharp applied. Load changes should be able to be done quickly, that the damping to suppress the drive train dynamics is secondary with respect to the spontaneity. The engine operating point is to be interpreted in favor of high speeds, so the driver at any time the highest possible power reserve grouted.

To demonstrate the high flexibility is dispensed with in this design to integrate the comfort features "ACC". Fig. 7 shows The inventive software architecture used for the reaction with plug-in design in view of layers:

The uppermost layer is formed of six plug-ins, which contain the characteristic functions to implement the requirements of the two vehicle characters: ACC Request: a control loop provides for adjusting the speed or distance. The controller is typically a component of the ACC control and has an acceleration as a control variable. ACC-Request accepts it and feeds it as a requirement in the vehicle motion coordinator.

Drivers Demand comfort or sport (shown in Figure 7 separately.): An electronic accelerator pedal is evaluated in this component and interpreted as driving torque at the transmission output. This function has a strong influence on the driving behavior and thus on the brand character. The comfort plug-in contains a soft interpretation accelerator pedal, while the sport variant is designed sharp, that is, a high torque at a relatively small accelerator pedal path. The calculated driving torque at the transmission output is provided as a request to the vehicle motion coordinator via the interface. - Driveability: serves, inter alia the establishment of a global optimization criterion, that is, in a case "comfort" and the other "sport". Another component of this component are the convenient functions for load filtering, ie changes in the target torque are damped so that no disturbing jerking or vibrations occur in the drive train. This rate-prevents the excitation of Triebsttangschwingungen in the field of

Natural frequencies. A Sclmittstelle a minimum and maximum gradient of the target drive torque can be given to the vehicle motion coordinator. Moreover Driveabilty evaluates the switch, can be switched between the sporting and comfortable vehicle with the character. As an alternative to a switch, a driver type recognition could also be realized here. The selected mode is then transmitted to the vehicle coordinator. Another feature allows to avoid the jolt through targeted control of the engine torque during gear changes by a minimum and a maximum engine torque at einzuhaltendes Powerttain Coordinator be passed. Shift Strategy comfort or sport (. Shown separately in Figure 7) includes a calculation rule, which determines from the set value for the torque at the Gettiebeausgang and the vehicle speed to the target value for the Gettiebeübersetzung and the engine torque. To meet the specification of the desired torque, a degree of freedom with respect to the current speed in the choice of the gear ratio. The transmission ratio is either (comfort shift Strategy) (sport shift Strategy) chosen in favor of an economical engine operating point or in favor of a high power reserve. Both the set point for the speed ratio and the engine torque is sent to the Coordinator Powerttain. In addition, a function for suppressing gear hunting is included. the Powerttain Coordinator a minimum or maximum permissible transition are specified via the common interface, which must be observed in circuits.

Below the plug-in is located in Fig. 7 of the layer which comprises the coordinators vehicle coordinator, vehicle motion coordinator and Powerttain Coordinator. Each coordinator has as many versions of a clearly defined interface for fixed Kornmunikation with the plug-ins. For each plug-in that wants to communicate with a coordinator, this represents a further execution of its interface. In this case, z. B. Vehicle Motion Coordinator total associated with three plug-ins: ACC request, Drivers Demand and driveability. The uniform interfaces enable the representation of a broad spectrum of functionality in the plug-ins. So the plug-in to the coordinators - - however, comparatively narrow band while the coordinators provide the plug-ins with all global vehicle data interfaces in the reverse direction. It often occurs within a coordinator to conflicts between competing requirements (for. Example, simultaneous propulsion command of ACC and accelerator pedal). These can be decided using a flexible prioritization process in favor of a predetermined strategy. In an applicable priority table is set which plug-ins are called. The principle of this prioritization method is illustrated below using the example of the vehicle motion coordinator.

With the deeper layer of the software Basic Functionality of layers through standard interfaces connected. These basic functions behave from the perspective of the layer as intelligent sensors or actuators. For example, component Engine Management acts as a torque control, transmission management implements command gear ratio, Brake management sets and ACC the required target acceleration provides the data from object recognition and ACC panel.

Fig. 8 shows the internal structure of the vehicle motion coordinator of Fig. 7. uniform interfaces the information of the plug-ins are read into a buffer. The interface information ordered in each case from the identity (ID) which uniquely identifies each plug-in, as well as a useful component (values), which determines the functionality. For example ACC request has the ID 7 and transmits an acceleration requirement (a), drivers demand sport (ID 12) transmits a driving torque at the transmission output (TRQ) and Driveability (ID 19) has an upper and (lower limit for the gradient of the driving torque at the transmission output trq). A suitable prioritization method (Priorization), in this case, a linear prioritization Abarbeirungsreihenfolge (operation order) determines the requirements of the plug-ins and divides the result of the executing instance (operation). The priorities can be applied for each ID in a prioritization table or -list (calibration table Priorization table). To illustrate different vehicle characters more prioritization tables can be stored simultaneously, eg. As for "Sport" and "Comfort". In this case, for example, the prioritization table for "Comfort" contains only the call of plug-ins

Drivers Demand comfort (ID 23), while z. As the plug-in Drivers Demand sport (ID 12) is not called. Conversely, the priority table for a sporty driving mode contains only one entry of the plug-ins Drivers Demand sport (JD 12) and Driveability (ID 19), said ACC-Request (ID 7) is specifically excluded. The selection of the prioritization table is made of Vehicle Coordinator. The executing unit (operation) invokes the requirements of the plug-in operation as specified by the order, and processes this: As a result, a target acceleration is determined which of the actuators drive (motor and gearbox) or brake is distributed. In the case of braking it is forwarded via the interface to Brake management. In the case of driving the acceleration using the traction equation in a target torque at the transmission output is converted, then it comes to coordination with the requirement of Drivers Demand. As a rule, the requirement set by the larger torque request. In exceptional cases (depending on Priorization table) but it can also make sense that they decide in favor of the acceleration request of the ACC. For example, it turns out to be comfortable, not to end a deceleration abruptly when an active braking of the ACC is present and the driver are the same gas, ie if the driver overrides. The resultant desired torque on Gefriebeausgang (7, see also Fig.) Is subsequently forwarded to the vehicle coordinator.

The Coordinator Vehicle passes the target torque to the power train coordinator (see also Fig. 7) on and determines the calculation order of all coordinators. In addition, he is responsible for implementing the global driving strategy. This is of Driveability in the form of a global Oplimierungskriteriums determined ( "comfort" or "sport") corresponding to the switch position and transmitted via the common interface. Based on the OptimierungsMteriums Vehicle Coordinator sets to be used prioritization tables firmly into the coordinators.

The Powertrain coordinator sets the requirements for implementing a transmission output torque from

Vehicle Coordinator to. Similarly as in Coordinator Vehicle Motion the processing sequence of the requirements of the plug-ins, shift strategy is comfort or sport and Driveability determined on the basis of a prioritization method. Depending on the selected priority table only ee of the two switching strategies is called using the ID. Transmission management is entrusted taking into account the minimum and maximum allowable gear from Shift Strategy to implement the reference. During a gear change the engine torque is transferred to predetermined lower and upper limits of Driveability to the base function engine.

"Sport" all the requirements of the characters and "comfort" were successfully implemented with a total of six plug-ins. With the switch inside the vehicle can be switched while driving between the two modes. The integration of the ACC system in the "comfort" -Ausprägung occurred without changes in the layer. This underscores the power of the interfaces to the plugins and allows future integration of other applications such. As a situation-dependent speed limit or cruise control with brake intervention as an alternative to ACC. The standardized interfaces of the layer with the basic functions, such. B. engine and transmission, also allows for a decoupling of the driving functions of the units: they allow the use of the same Falirfunktionen for different types of engines (gasoline and diesel engines) and different types of transmissions (e.g., for stepped automatic transmission and the CVT.).

With the administrable prioritization process and dynamic switching between different Fahrverhaltensmodi be possible if - z. Example, with a driver type detection - is desired. In this example, the change between the types demonstrated sport and comfort of plug-ins Drivers Demand and Strategy Shift the flexibility of the prioritization process for interchangeability of entire algorithms.

Unlike conventional systems that allow only different characterization of the vehicle behavior by changing parameters in isolated subsystems, the system architecture of the invention ennöglicht a profound, flexible brand characterization of the entire vehicle with plug-ins, while reusing the underlying software.

It is a comprehensive, open system architecture for all control tasks in the motor vehicle. It is independent of the type of vehicle and the ECU configuration. It is based on a clearly structured, hierarchical functional architecture and modular software with open, standardized interfaces in the participating ECUs. So that the tasks can be flexibly distributed to individual hardware components of the electronic system. There are easier to master the increasingly complex vehicle systems.

Using the example that a flexible brand characterization is supported by a top-down approach has been shown. The characteristic features for mobility see plug-in respectively concentrated in one. A administrable prioritization process allows the flexible coordination of plug-ins. It is possible thereby to present with low software overhead vehicle completely different characters. Defined interfaces allow the modular integration of additional system elements. The plug-in concept a software sharing, which the OEM (original equipment manufacturer, that car manufacturers) is the ability to characterize its brand through self-developed software modules. Facilitates A high degree of reusability of the software components underlying support the requirements of cost-effectiveness and software quality.

In motor vehicles usually need between different propulsion desires that either the driver or of assistance systems such. B. FGR, ACC and ANB, come be selected. The controller software includes a program part that selects the main requester. During the implementation of the selection process is known which systems can provide requirements and how they are mutually weighted. These requirements are linked in a logic rigid with each other. The methods used so far have the disadvantage that in advance is necessary to know which system can provide propulsion needs and which request combinations can give. This makes the process needs to be adjusted for each combination of systems.

The aim of the invention is a method by which one can make the selection of the forwarded request or desire, in particular of the propulsion command regardless of the number and function of the requesting systems.

Using a prioritization method according to the invention, in particular as a linear prioritization or maximum (minimum) selection, the selection of a forwarded requester or plug-ins can be made regardless of the number and the operation of the requesting systems. In the linear prioritizing a list or table of requesters is sequentially executed starting with the requester having the highest priority, this list being sorted for linear prioritization according to the degree of priority of the requester. done the demolition of retrieving the list when a requester includes a request desire. This requester is selected it. The other not retrieved requester are thus not considered.

When Max (Min) selection, all requesters are requested that in the list for the Max (Min) are choices. Is selected with the maximum (minimum) requirements desired one requester.

both methods can be combined, for example by a linear prioritization is first carried out and thereafter a Min selection, if the linear prioritization returns no result.

In the following, the process of selecting a propulsion command will be described by way of example. The system includes such. As the following requester:

Accelerator pedal (ID 10)

Automatic emergency brake (ID 9) - brake pedal (ID 35)

FGR (ID 44) idle speed control (ID 22).

to determine the main propulsion command the applied in the example process consists of two stages:

Linear prioritization (z. B. as a first step) Here is a list is worked through sequentially and once a requester has a request desire canceled. The higher a requester is on the list, the higher its priority,

Max selection (eg. As a 2nd stage) are polled every requester. It is the desire of example, the highest

Propulsion torque selected.

In Fig. 9 is a graphic representation of a linear prioritization (1st stage) and a Max-selection (2nd stage) is shown. In the linear prioritization of the requester has ID9 (automatic emergency braking) the highest priority and wüd first queried. The requester ID35 (brake pedal) has a secondary priority, that is, it is checked below. In the max selection (2nd stage) the requester ID10 (accelerator) ID44 (FGR) and ID22 (idle controller) equivalent on the same priority level and all queried. The desire z. As the highest propulsion torque is selected. Both methods can be applied both separately and in combination.

Fig. 10 shows a flow diagram of a prioritization method, wherein the linear prioritization (1st stage) 1 with the Max-selection (2nd stage) 2 are combined. The left half shows the linear prioritization method 1 and the right half of the max selection 2. In the linear prioritization method 1 is first queried in the first operational step 3 whether unprocessed IDs are still present, z. As shown in FIG. 9 ID9 and ID35. In Operation Step 4 is to the query whether an ID a

has requirement where "yes", the request stored 5 passed 6 and, thus, the method or flowchart aborted if "no" is queried going back to the preceding operation step 3 again whether unprocessed IDs are still present and the process continues as long is present to an ID with requirement. The processing of IDs is performed in order of priority, for. Example, in Fig. 9 ID9 and thereafter ID35. If none of the IDs in the first stage has a request, it goes to the IDs of the second stage, for. As in Fig. 9, ID10, ID44 and ID22.

In the 2nd stage with max selection 2 is requested in the first operation step 7 whether unprocessed IDs are still available. If "yes", is retrieved in the next operation step 8, whether or not a U) a

has requirement. If no request is present, a return is made to the preceding operation step 7, and if "yes" it is compared whether the requestor being interrogated is greater than the one stored in the next operation requester to step 9. If "no" jumps back into operation step 7, and if "yes", the request is stored 5. Are interrogated all the IDs of the second stage, ie in operation step 7 no unprocessed IDs longer exists, is stored on operation step 6 for forwarding jumped requirement. Characterized the greatest requirement can be determined and forwarded to the IDs of the second stage, if - as used in combination with the linear prioritization - contain the IDs of the 1st stage not a requirement.

As another method for comes. B. still averaging or a combination of these Verfaliren into consideration. Many real applications of this method wüd not enough. In the following two further development stages of the system are described below:

Enhancements to Min / Max selection

Once the requestor can not only control the motor, but also the brake, it does not come out with the method described in the example, since a braking intervention is to have a higher priority, where appropriate, as a Beschleunigungseüigriff. To take account of this, the second stage of a max selection in a Min / Max selection must be changed. The min / max selection works as follows: Once a requestor requests a braking intervention, the lowest propulsion command wins (maximum delay). If there is no braking action, the maximum

Acceleration selected. Enhancements to authorities

The method described above does not match the currently usual method, since the accelerator pedal can override a brake engagement of the EAF or the ACC. For this reason, the described method can be extended by one level, the authorities are called.

In this method, each requester can hide specific request areas during the min / max selection. This means that z. As the accelerator pedal can hide all braking interventions. This means that all braking interventions during the Min / Max selection will be ignored, but not z. As the brake that would be located in the linear prioritization.

To handle the IDs efficiently they are managed iii lists that are processed sequentially. Adjusting the priorities to global Optünierungskriterien (z. B. Okoabstimmung, sports tuning or winter detection) can be done when the IDs are managed in two-drmensionalen lists and wüd uses a different number depending on the global optimization criterion.

Now, if a requester is to be added, it must be entered into the correct tables and is thus automatically included in the next selection.

It must be excluded that an invalid request wüd forwarded to the engine or the brake. For this reason, it must be ensured that the system is pre-initialized with a valid value either, or it must be guaranteed that at each selection always at least one requestor requests a value. The anonymous inventive prioritization method of Inforrnationsgebern the selection does not know what kind of quality of the requester. The only information it has, are the ID and the position in the tables of the selection process. This means that there are no dependencies on ümeren requestor and selection system. Such a selection is always necessary when, you should be able to change the number of requestors without changing the code of the selection process. This Verfaliren z can. B. be applied in an engine control as in the example above. But there are plenty of other products where this method has advantages.

The advantages of the prioritization process are for. B .: no dependencies between selection and requestor and thus increased Software Reuse of the selection process and the requester (FGR, accelerator, ...), reduced code and Rechenzeirverbrauch in complex systems (many requestor), since the selection is independent of the cross ties requester, easier system expandability (adding more requesters). As long as the requester can use the services offered, abstract interface and enough space for the ID tables has been reserved, the system can be extended to any number of requesters, without having to change code. - change between sets priority during the term, and the system can be expanded in the future to create a dynamic application of requesters.

Hereinafter, the present invention describes a further concrete content Procedure for a modular system design. Erfϊndungsgemäß a method for controlling, in particular a Verfaliren for coordinated drive train control of motor vehicles in 5 phases or steps are divided:

1. Characterization of environmental influences

2. Set a global Optirnierungskriteriums

3. driver intent interpretation 4. Determine optimal operating point

5. Move to optimal operating point

In the first step of the coordinated Antriebssttangsteuerung current environmental data are prepared, if necessary typed and made available. The following information groups are for. B. of interest:

Vehicle variables: general current vehicle data such as speed and lateral acceleration of the drive train condition: current Triebsttangdaten as traction and push / train Fahrertyperkei ung: observed driving behavior and the driver's activities and derives an abstract type (for example, sporty or economical.)

Driving situation recognition: pulling on the basis signals derived conclusions about the current environmental or driving situation, eg. B. Berg, curve, winter, city, highway.

In the second step determines woraufhüi all subsequent processes to be optimized. Conceivable, for example, criteria such sporty driving, economical driving or particularly wear-driving. The advantage of the global determination lies in the subsequent uniform use in all key functions from the accelerator pedal to the interpretation and translation Motormomenten- selection.

The subsequent driver's request interpretation ün Step 3 has the task of interpreting the driver's requirements and to derive a specification for the longitudinal movement of the vehicle. besides the pure Falirpedalinteφretation for acceleration and deceleration comprising for example, the specifications of a cruise control or ACC, which convert the driver's desire for automatic constant speed. A system control variable transmission output torque, including the acceleration and deceleration is split into a size transmission output torque for the drive train and a size vehicle deceleration for the brake.

The Farfferwunschmterpretation supplies as a result of a transmission output torque to be provided by the powertrain is available (additionally there is the required ancillaries power). For this, now an optimal Bettiebspunkt in the fourth step must be determined, with "optimal" on selected optimization criterion (see Step 2) should be based. An operating point is obtained in a conventional Anttiebssttang from the engine torque and the transmission ratio of the transmission, as the engine speed at a given vehicle speed düekt can be calculated therefrom. For future

Concepts result from the installation of further units possibly. Still more degrees of freedom (z. B. E Maschüie in 4-quadrant Bettieb).

The final task of the coordinated Antriebssttangsteuerung is the approach the optimum operating point ün 5. Scliritt. The current and the new optimum Bettiebspunkt may be able to relatively far "apart" are (z. B. when the driver suddenly steps into the accelerator pedal). To ensure driveability, comfort, safety and protection units, it is therefore often useful to permit no abrupt transition (as soon as possible), but to drive the new operating point subdued.

After the fifth step of the new operating point is fixed and the corresponding specifications can be output to the components ün Anttiebsstrang.

In the phases 2 through 5, the actual configuration of the content object of the phase plug-in is accepted. For this purpose a corresponding interface offered by each phase can bring one or more plug-ins suggestions or requests via the (at least). These proposals are first compared by a phasenspezifϊsches, inventive prioritization process and the selected request request is then actually passed from the stage as the default on the next phase. To prioritize different methods are used (simple ranking, maximum selection, averaging, and combinations of these methods).

In Fig. 11, the process according to the invention is shown again. The sequence of the 5 stages is shown between plug-ins 10 and drive train components 12 in the sense of an intermediate layer 11 (Layer, s. Next paragraph). The information that is passed on from one phase to the next phase are marked with. 13 Requirements and specifications which are made to the individual phases of the plug-ins are marked with the fourteenth The specification of the final set in the last phase new

The operating point to the Triebsteangkomponenten 12 is marked with 15th The arrows 16 indicate the flow of information condition sizes and vessel sizes, which can be used within the phases or plug-ins for processing their function.

For the design of the phases, it is advantageous to use an appropriately ün the vehicle components and functions hierarchically-oriented structure. For this purpose, the modular system design was used (see. Fig. 12). This is the power train topology in the software, and made possible by mechanisms for interchangeability easy adaptation to changes in Fahrzeugkonfϊ- gure. The objects of the 5 layers were distributed to the coordinators 17, which are content provided for this task. In addition, so-called been "Interfaces" added 18 for the

provide communication with the physical components of the engine, transmission and brakes.

Hereinafter, the division of the individual phases within the structure of the invention is shown as well as the sequence of the entire Antriebssttangsteuerung invention again ün detail below in particular by means of examples: In Fig. 13, the hierarchical Strulcturierung or architecture is shown as the inventive object-oriented software system for coordinated drive train control , It is constructed in the form of nested ellipses üieinander or drops for Sofwarekomponenten, one arranged in another larger ellipse software component is a subset of the larger software component. It is object-oriented total software (Vehicle, V) consisting essentially of vehicle movement (Vehicle Motion, VM), which is responsible for determining and coordinating all longitudinal dynamic requirements of the vehicle, and the Antriebssttang (Powerttain, PT), which has the task of this to implement requirements. Furthermore, even the vehicle coordinator (Vehicle Coordinator, VC), the criteria coordinator (Criteria Coordinator, CC), the interfaces are internally and externally (Interface In and Out), the (special) application interface (Application Programming Interface, API) and here with a question mark identified components for environmental variables (environment data, ED), for example. B. Winter, driving state variables (Driving Condition Data, DD), for example. As speed, user variables (user data, UD) z. B. type of driver and vehicle parameters (Vehicle Data, VD), respectively. The reference variable to which the entire system applies, the transmission output torque.

The system is thus extended by interfaces to the outside (Interface In and Out) to indicate that must be the individual software components for a fully functional software also connected to the real components and networked with other control systems, and that for this use a special software technical mechanism becomes. A special case is the interface (Criteria Coordinator) to an indefinite number of plug-InKomponenten (Grit x). To easily expand the system to any functions for coordinated Anttiebssttangsteuerung, these are outsourced to plug-ins and communicate with the system via a defined interface. As the functional division between the system and the plug-ins and the associated communication expires, will be described with reference to the following figures.

Figure 14 shows the 5 steps of the inventive method for controlling, in particular for coordinated Anttiebssttangsteuerung of motor vehicles. In the first step, the characterization of environmental factors in the information group driving situation detection, driver type detection, vehicle sizes and Triebsttangzustand done. In the second Scliritt the optimization criteria are set for. B.

Consumption, comfort, performance, emissions, dynamics and wear. Based on the accelerator pedal position, the driver's desired interpretation is performed in the third step. In step 4, the optimum operating point is determined and approached in the fifth step by be made to the engine and transmission corresponding specifications.

In Fig. 14, the actual environmental data or environmental influences in step 1 of the coordinated drive train control recycled, optionally typed and provided: vehicle variables: general current vehicle data such as speed and lateral acceleration, Triebsttangzustand: Current Triebsttangdaten as traction and push / train,

Driver type detection: observed driving behavior and the driver's activities and derives an abstract type (for example, sporty or economical.), Driving situation detection: it draws on the basis of derived signals conclusions about the current environmental or driving situation, z.

B. Berg, curve, winter, city, highway.

The assignment of the characterization of the environmental influences on the architecture is done on hand Fig. 13. The driver type recognition, driving situation detection and vehicle variables are allocated to Info donors ED, DD, Ud and VD at the top level and are therefore visible to all other components that drive train state variables pd (Powertrain Data) are determined in Anttiebssttang and can therefore be used directly only within the Antriebssttangs.

In the 2nd step is determined according to Fig. 14, woraufhüi the entire subsequent process to be optimized. are conceivable, for example, criteria such sporty driving style, economic

Driving or particularly wear-driving. The advantage of the global determination lies in the subsequent uniform use in all key functions from the accelerator pedal to the interpretation and translation Motormomenten- selection.

The selection of the current Opti ierungskriteriums 15 from the vehicle coordinator (Vehicle Coordinator, VC) is controlled according to Fig.. This asks proposals of plug-ins (Crit x) via a special interface, the criteria coordinator (Criteria Coordinator, CC), and prioritizes them only. How the plug-ins get the job done to determine a proposal, and what type of plug-ins it is in each case, is not known to the vehicle coordinator there.

In Fig. 16, an exemplary prioritization outlet 15 is shown in FIG. To select the optimization criterion represented by the vehicle coordinator.

The sequence shown on the left side of Fig. 16 by way of example, is based on plug-ins, as shown as an example on the right side.

In this example, there are, in order of "importance" the three plug-ins "Winter", "Sport" and "Noπnalfahrt". They have up to normal running only to make a proposal for the optimization criterion the property (ie, they are only "active") when a particular situation occurs when there is none, they make no proposal (süid therefore "inactive" ). Cruising is an exception because it is always active without the presence of a particular condition.

The procedure is described as follows: Before the colon far left is the object that triggers an activity and calls another object. After the colon on the right of the method is called object.

The vehicle coordinator first calls on the criteria coordinator, a proposal for a faln convincing optimize the plug-in with the IDl query. The criteria coordinator knows that with the IDl called plug-in and gets from this the current optimization proposal. Since the winter driving situation in the example is not active but there are "None", ie back cores proposal.

Calling the next plug-in is done in the same way, but this is the Optünierungsvorschlag "Sport" back, as the driver type is "sporty".

Now that a proposal is found for a Optünierungskriterium, no longer need to be interviewed following plug-ins with a lower priority for a proposal.

The proposed prioritization process at this point is as simple as possible, it will set a solid ranking and the highest-ranking active criterion that does not returns "None" wins. An advantage of this prioritization is that not all of the criteria to be consulted more, as it can be stopped at the moment when an active criterion is found.

As an interface between the vehicle coordinator and plug-in wüd (for all plug-ins defined) agreed to a fixed set of conditions. The desired meaning such. B. "Sport" or "wear" must be known on both sides, as the vehicle coordinator can initiate corresponding measures should (call Crit_Get_VehOpt ()).

The driver's request interpretation as Step 3 of FIG. 14 has the task of interpreting the driver's requirements and to derive a specification for the longitudinal movement of the vehicle from it. besides the pure accelerator pedal interpretation including for example, the specifications of a cruise control or ACC, which convert the driver's desire for automatic constant speed. As an interface to the drive train or to brake the transmission output torque and vehicle deceleration are provided the drain of Falrrerwunschüiteφretation corresponding to FIG. 17 controls the propulsion and brake coordinator (Propulsion and brakes coordinator PRBC). This determined in cooperation with an indefinite number of plug-ins for a special prioritization process, the requirements for brakes and powertrain. The vehicle motion coordinator (Vehicle Motion Coordüiator, VMC) coordinates these slow targets even with the rapid intervention of the traction and stability control systems (ESP) (the terms slow and fast are intended to indicate here that the reaction times of a normal driver compared to the response time of an electronic system are "long") and outputs the thus obtained demands on the Triebsttang (Propulsion system PrSy) or the braking system (brake system BrSy) further, wherein said further evaluation and execution of the instructions to the brake are not part of this representation.

In addition, the Kriterienkoordüiator still provides a special interface (Application Programming Interface, API) to convert a vehicle acceleration in the space required at the present time transmission output torque and vice versa, with the criteria coordinator not itself fulfilled this task, but such. B. forwards them to the Triebsttang because it contains the relatively costly conversion to cope with his duties anyway. This results in advantages in the implementation of plug-ins:

The plug-ins are easier, clearer and smaller, the plug-ins are independent of vehicle-specific data, and - the overall software scope is smaller.

In Fig. 18, an exemplary flow prioritization 16 is analogous to FIG. According to Fig. 17 to Fataerwunschmterpretation.

. The sample flow to the driver's request interpretation in Figure 18 is based on the plug-in vehicle speed control (FGR), accelerator pedal, and "Standard" -Fahrpedal with the following modes of operation:

The cruise control attempts regulate a steady speed by the requirement of a SoUbeschleunigung, when the driver has activated this. The accelerator pedal üiteφretiert the driver's accelerator pedal position as the acceleration desired. The standard accelerator inteφretiert the driver Fahφedalstellung speed dependent as Gettiebeausgangsmoment.

The propulsion and brake coordinator asks about the Kriterienkoordüiator first plug-in with the IDl (Fahrgeschwüidigkeitsregler) after its propulsion command. This provides a desire for a

Acceleration of 1.1 m / s 2 back. However, the demand that can pass to the outside of the PRBC is Gettiebeausgangsmoment and deceleration. He therefore instructed the acceleration manager (Acceleration Request Manager, AccRM) in order to perform a standard allocation of the required acceleration to propulsion and brake. This results in a Gettiebeausgangsmoment of 160 Nm and no delay.

Then the plug-in is invoked with the ID2. The accelerator determines a desired acceleration of 1.2 m / s 2 by the driver input on Fahφedal. The breakdown propulsion and brake done this plug-in, however, itself via the API of the criteria coordinator and is a propulsion command of 170 Nm and no delay to the coordinator back.

The third plug-in standard Fahφedal is not called. In the previous step (setting the optimization criteria) was observed as the current optimization criterion "Sport". In this optimization criterion, the accelerator pedal is called in the Fahrerwunschüiteφretation instead of the standard Fahφedals in this example, the standard pedal is not needed.

Finally, the coordinator selects the plug-in from the ID2 as the winner because his claim had the highest amount. He also shares with all plug-ins that the plug-in has won the ID2 with a demand of 170 Nm Gettiebeausgangsmoment and no delay. From this, the cruise controller can recognize that his proposal was overruled by another plug-in and respond accordingly (z. B. Gripping of the I component or deactivation).

The prioritization of Fahrerwunschinteφretation is an extension of the linear method:

From the set of plug-ins that can make a proposal to Fahrerwunschinteφretation, only the selected whose proposal fits the current Optierungskriterium. Thus, can. B. exchanged a "normal" Fahφedal against a "sporty" Fahφedal depending optimization.

This is followed by a linear prioritization of all those plug-ins, for a fixed ranking can be determined. This can happen, for example, a brake pedal, there must be inactive when the brake FGR and Fahφedal (though only partially, s. Board Test). When a plug-in is active in this phase, the process terminates according to the linear prioritization.

However, no plug-in is active, so be called any other plug-ins can not be arranged in a fixed order of precedence. The prioritization is then the set of all proposals by a maximum selection.

so that only the criteria are applied in principle, the "fit" to the current optimization criterion; the actual prioritization is carried out in a two step process: In a first (administered) Table wüd for the criteria a Remenfolge determined after they are interrogated. Once a request wüd detected, the process stops. For some criteria this simple prioritization is sufficient (for. Example, upon a request of the brake pedal, FGR and Fahφedal then no longer need to be consulted). ün first Scliritt If no request can be determined in a second step, a

Selecting the maximum driving torque command of all recorded in a second (also administrable) Table requestor performed; if there is at least one negative torque request, the smallest negative desire is selected, otherwise the largest positive torque command.

In Fig. 19 is an exemplary request for a plug-ins is shown.

are the plug-ins in contrast to the propulsion and brake coordinator two alternatives as an interface. You can call the sum acceleration as to e ° either transmission output torque My location ri eb and braking deceleration a ßrems. Requested by a plug-in, a sum acceleration, the coordinator can decide how he wants this split on propulsion and brake (via the BescHeunigungskoordinators).

To the recognition of a non-existing propulsion command for a (plug-in is inactive) to facilitate (0 Nm is a definite propulsion command and therefore not suitable for the labeling of "no desire") and on the other display, the interface used alternative, wüd the plug specified in addition to the request type or 0.1. 2

The Fahrerwunschinteφretation supplies as a result of a transmission output torque to be provided by Anttiebssttang available (additionally there is the required ancillaries power). For this, now an optimum Bettiebspunkt must be bestünmt as Step 4 shown in FIG. 14, where "optünal" based on the selected Optünierungskriterium.

An operating point is obtained in a conventional Anttiebssttang from the engine torque and the torque ratio of the transmission, as the engine speed at a given vehicle speed düekt can be calculated therefrom. For future concepts result from the installation of further units may also have other degrees of freedom (z. B. E-Mascliine in 4-quadrant operation).

The determination of the optimum operating point of FIG. 20 is managed by the Anttϊebsstrangkoordinator (Powerttain coordinator, PTC). It communicates in the usual way with the plug-ins via the criteria coordinator. In Fig. 21, an exemplary flow prioritization 16 is analogous to FIG. According to Fig. 20 to determine the optimal operating point.

The procedure for determining the optimal operating point is effected again according to the scheme linear prioritization. As an example, are shown with the tasks Sports, Mountain and Economical three plug-ins.

The powertrain coordinator calls the criteria coordinator to query a proposal for an optimal operating point with a propulsion torque of 180 Nm from the plug-in with the ID first

The criteria coordinator knows the ID 1 named plug-in and gets from this the optimum operating point. Since the driving situation Sport is not active, there are "None", that is no suggestion back. Calling the next plug-ins with the ID2 is done in the same way, this is an optimum Bettiebspunkt with an engine output torque of 170 Nm and a gear ratio of 0.666 to.

To prioritize the criteria are used only the "fit" to the current optimization criterion (an applicable table of all "appropriate" criteria for each optimization criterion). For the criteria, a sequence is determined, after which they are questioned (s. Fig. 21). The criterion with the highest priority wüd first interviewed. If it is not active, the next will be questioned and so on until the first active criterion is found, then the process stops. The first active criterion is used. takes place at the interface thus the following:

Call: Crit_Get_OpPointProp (Gettiebeausgangsmoment) Return: engine output torque, translation.

The plug-ins are called with the target transmission output torque is transferred as a parameter with them so they know plug-ins for which a torque demand their task is queried for optimal proposal.

The final task as Step 5 of FIG. 14 of the coordinated drive train control unit is starting up the optimal operating point. The current and the new optimum operating point may be able to relatively far "apart" are (z. B. when the driver suddenly steps into Fahφedal). Around

to ensure driveability, comfort, safety and protection units, it is therefore often useful to permit no abrupt transition (as soon as possible), but to drive the new operating point subdued.

The start-up of the optimal operating point of FIG. 22 is managed together with the determination of the optimum operating point of the power train coordinator (Powerttain coordinator, PTC). It communicates in the usual way with the plug-ins on the Kriterienkoordüiator. The result finally determined is passed from Antriebssttangkoordinator to the engine and transmission components for Ausfülirung.

In Fig. 23, an exemplary flow prioritization 16 is analogous to FIG. According to Fig. 22 for starting the optimal operating point.

The procedure for starting the optimal operating point is again based on the linear prioritization method. As an example, the plug-ins curve, winter and mountain are shown from.

The Antriebssttangkoordinator invokes the criteria coordinator to query a proposal for a rate-of plug-ins with the IDl.

The criteria coordinator knows that with the BDI named plug-in and gets out of this a gradient limitation. Since Critl is not active (curve, preventing a change of Triebsteangzustandes in extreme driving situations), it returns "None", so no proposal.

Calling the next plug-ins with the ID2 is done in the same way, this is "None", ie cores proposal, as well Crit2 (winter) is not active.

To prioritize the criteria are applied only to "fit" (an applicable table or list of all "appropriate" criteria for each Bettiebspunktkriterium) to the current operating point, the operating point determination.

For the criteria, a sequence is determined, after which they are questioned (s. Fig. 23). The criterion with the highest priority wüd first interviewed. If it is not active, the next wüd questioned and so on until the first active criterion is found, then the process stops.

(Another possibility is obtained by a maximum or minimum selection is made from all requirements.)

The following takes place at the interface: Call: Crit_Get_OpPointGrad ()

Return: rate-such. B. in the form of Filteφarametern, minimum and maximum values ​​for Motormomenten- and ratio adjustment.

The prioritization process for starting the optimal operating point differs from the linear prioritization method is that it does not have to give a plug-in that actually emen Proposal will, all plug-ins "None" give back what then as "as soon as possible" starting the new operating point is inteφretiert. The Sclinittstelle for the specifications of the plug-ins can be quite diverse. Conceivable are Gradientenbegrenzungen, Filteφarameter or absolute limits on engine torque and transmission ratio.

In Fig. 24 is a schematic structure shown in FIG. 13 with the use of individual plug-ins is shown from various interfaces in general.

According to the assigned tasks can use one, several or all interfaces individual plug-ins. The following exemplary plug-in sports, creep and curve thus use different interfaces:

- Sports:

- Request sporty vehicle optimization,

- Request athletic Fahφedalinteφretation by other pedal characteristic curve and less load-reversal damping,

- Request athletic translation choice with high torque reserve by increasing speed,

- Request athletic translation adjustment (fast rather than comfortable for the highest possible acceleration);

- Creep: - Changed Fahφedalinteφretation with brake intervention to allow the simplest possible parking;

- Curve:

- prevention of transmission ratio adjustments when cornering ün limit.

the benefits of the overall invention are finally again collectively given:

A function in the sense of a recognizable by the driver related functionality often has requirements and Auswükungen to various components in the vehicle. For example, an adaptive cruise control while maintaining a predetermined speed by the driver can both speed up and slow down. To do the

Components engine, transmission and brake are controlled accordingly. This is made possible in the system described, without the functionality has to be divided into different components. The functionality remains together as a unit and can be added to the system or removed without the need for software or hardware, the system must be changed. then requests verschiedenster systems in a uniform way on the basis of system control variables can be (substantially the Gettiebeausgangsmoment) placed centrally in this optimized system.

In this optimized system, various methods for determining suitable operating points of the drive train can be introduced.

In this optimized system the requirements and method according to the current driving situation can be prioritized appropriate to the situation by an abstract prioritization method, so that the account "right" and the request is "optimal" operating point method used for selection. - This optimized system converts the requirements according to the drive train topology of the host vehicle to and makes provisions to the drive train components, wherein the interfaces are set to the components as abstract as possible on a physical basis to largely eliminate dependencies, for example, of various types of engine (diesel and gasoline) , - This system offers the possibility of the identification of requirements and procedures for

sum calculation of optimal operating points in plug-ins, in order to create separable systems within the meaning of-sale products.

A function ün sense a recognizable by the driver related functionality often has requirements and Auswükungen to various components in the vehicle. For example, an adaptive cruise control while maintaining a predetermined speed by the driver can both speed up and slow down. For this, the components of the engine, transmission and brake must be controlled accordingly. This is made possible in the system described, without the functionality has to be divided into different components. The functionality remains together as a unit and can be added to the system or removed without the need for the program of the system must be changed.

The prioritization method for evaluating the requirements of different plug-ins can (due to their uniformity of all plug-ins demand for acceleration of the vehicle a Gettiebeausgangsmoment (reference variable of the system) are designed so that for prioritizing need not be known, which system is placed after the request (it does from

View of the prioritization process not matter what functionality meets a plug-in, but only what its priority is). Through this anonymity of the requestor, it is possible to choose the number of to be considered plugins freely without having to change the program. Thus, the configuration of the system to adapt to a particular vehicle and function variant is simplified considerably and may also subsequently still

Features are added, they were not initially scheduled with. The components in the drive train uniform, abstract interfaces of variants of the components are largely independent arise. This components from different manufacturers can be used in compliance with the interface very simple, which does not make the vehicle manufacturer of proprietary solutions of individual suppliers dependent.

The programs of the plug-ins can be defined largely without knowledge appointed by the kind components and are thus reused in many vehicle configurations. This is a distinct advantage for the high number of vehicle variants. A typical example is the Falirgeschwindigkeitsregler that is different today internally strong, depending on whether a diesel or a gasoline engine drives the vehicle. The system described wükt as an intermediate layer, which separates the functionalities that are displayed in the plug-ins of the components. Another positive effect of decoupling is to reduce the otherwise often generated by changes in other functions or components of the application effort.

Claims

claims
1. A computer system comprising at least one processor and at least a memory for
Control, especially for coordinated Anttiebssttangsteuerung for a motor vehicle, with a software architecture with essentially the following elements or components: an operating system and Specific Services with operating system and specific services as the basis for all other elements and applications - a Basic Functionality to implement universal requirements a layer for coordinating tasks for basic functionalities of the Basic functionality and for integrating plug-ins, at least one plug-in the implementation of specific tasks or functions which go beyond the basic functionality and are coordinated by the layer, wherein the plug-ins In particular modularly interchangeable.
2. Each computer system according to claim 1, characterized in that, in the software architecture open interfaces (Open interfaces) can be accessed from outside and / or closed interfaces (Incapsulated interfaces) which are not released to the outside, integrated.
3. Computer system according to claim 1 or 2, characterized in that as a plug-ins, for example, an ACC (adaptive cruise control) request, a Drivers
Demand (comfort / sport), driveability or Shift Strategy (cornfort / sport) can be used.
4. Computer system according to one of the preceding claims, characterized in that the layer is the coordinators vehicle coordinator, vehicle motion coordinator and
Powerttain Coordinator includes.
5. Computer system according to spoke 4, characterized in that each coordinator is connected via interface with the plug-ins to communicate.
6. Computer system according to one of the preceding claims, characterized in that the layer is connected via interfaces for communication with the Basic Functionality which contains basic functions which operate like sensors or actuators.
7. Computer system according to one of the preceding claims, characterized in that by the modular interchangeability of the plug-ins, the computer system is adapted to different vehicle and Steuergerätekonfϊgurationen flexible and functions are easy to implement, with requirements of various systems in a uniform way on the basis of system control variables, z. B. Gettiebeausgangsmoment be centrally introduced.
8. prioritization process of information providers such. B. Plug-ins wherein, in particular for coordinated Anttiebssttangsteuerung for a motor vehicle, in particular performed by a computer system according to any one of claims 1 to 7: a list of requesters and plug-ins on the degree of priority is sorted in ascending or descending, the sorted list sequentially beginning with the requestor or plug-in with the highest priority processed wüd, - the processing of the list stops as soon as a requester or a plug-in
includes request desire to select that request desired.
9. A method according to prioritize speech 8, characterized in that the selected desired request is stored and forwarded wüd.
10. A method according to prioritization spoke 8 or 9, characterized in that various lists for adapting to global optimization criteria, for example. B. Okoabstimmung, sports tuning or winter detection are processed.
11. prioritization method according to one of claims 8 to 10, characterized in that each requester or each plug-in by an identity (ID), preferably as a number, and a position in the various lists for executing clearly marked
12. prioritization process of information providers such. As plug-ins for controlling, particularly for co-ordinated Anttiebssttangsteuerung for a motor vehicle, in particular performed by a computer system according to any one of claims 1 to 7, comprising essentially the following steps: in a list of requesters and plug-ins are all requestor in any
Processed order, for example sequentially - from the requirement wishes of the requester, the request with the desired maximum (minünalen) request or desire of the average
determined requirement request of the requester.
13. prioritization method according to spoke 12, characterized in that to determine the maximum (minimum) requirements wish: the first polled request request is cached, each polled request desired is compared to a cached request request, if it is greater (smaller) than a cached request desire that polled Anforderangswunsch is latched if it is larger (smaller) than the cached request and request otherwise kernels storage takes place, after interrogation of all the requesters of the maximum (minimum) request desired is stored temporarily and will be forwarded.
14. prioritization method according to claim 12 or 13, characterized in that in certain requesters z. B. requester, control the engine and brake, with eüiem particular request desire z. B. a braking intervention, the minimum (maximum)
Request desire z. B. the minimum propulsion request is selected, and otherwise, the maximum (minimum) requirements desired.
15. prioritization method according to one of claims 12 to 14, characterized in that individual requesters effect that certain other requesters are not taken into account in the determination of the maximum (minimum) requirements desire z. B. causes a requester Fahφedal that all requesters which bewüken braking / deceleration are not taken into account.
16. prioritization method according to one of claims 12 to 15, characterized in that various lists for adapting to global optimization criteria, for example. B. Ökoabstünmung, sports tuning or winter detection are processed.
17. prioritization method according to one of claims 12 to 16, characterized in that each requester or plug-in by an identity (ID), preferably is uniquely identified as a number, for executing.
18 prioritization process of information providers such. As plug-ins, according to one of claims 8 to 17, characterized in that the (first) prioritization method according to one of claims 8 to 11 combined with the (second) prioritization method according to one of claims 12 to 17, z. B. by the second prioritization method is applied only if the first prioritization method provides no requirement desired.
19. A method for controlling, in particular for coordinated drive train control of a vehicle, in particular performed by a computer system according to any one of claims 1 to 7 or 25 to 29 with ün substantially the subsequent steps or phases: - characterization of the Umwelteüiflüsse,
Setting a global optimization criterion, such as sporty, economical or wear gently,
Fahrerwunschinteφretation,
Determining the optimum operating point and - approaching the optimal operating point.
20. The method according to claim 19, characterized in that for the characterization of the environmental influence prepared date data and, if necessary, be typed, z. As vehicle parameters (speed, lateral acceleration),
Triebsttangzustand (traction and thrust / train), driver type detection (sporty or economically by deriving from the driving behavior), driving situation detection (Berg, curve, winter, city, highway).
21. The method of claim 19 or 20, characterized in that in the Fahrerwunschinteφretation a specification for a longitudinal movement of a vehicle, for example. wherein a system command Gettiebeausgangsmoment is divided into a size of transmission output torque for the drive train and a size vehicle deceleration for the brake as the Fahφedalinteφretation by acceleration / deceleration and / or the specifications of a driving speed controller or ACC, is derived.
22. The method according to any one of claims 19 to 21, characterized in that for the determination of an optimum operating point for a Gettiebeausgangsmoment a specific engine torque and a specific transmission ratio wüd determined.
23. The method according to any one of claims 19 to 22, characterized in that the starting of the optimum operating point in a certain period of time for damping, z. takes place as for driveability, comfort, safety and protection units.
24. The method according to any one of claims 19 to 23, characterized in that the tasks of the phases by coordinators in a layer according to any one of claims 1 to 7 to be processed and the contents of the phases are determined by plug-ins via interfaces, with the plug -ins are preferably selected using a prioritization method according to one of claims 8 to 18th
25. A computer system comprising at least one processor and at least one memory for controlling, particularly for co-ordinated Anttiebsstrangsteuerung of a motor vehicle, in particular for performing a method according to any one of claims 19 to 24, with an object-oriented software system (Vehicle, Vehicle) with substantially the following object-oriented components:
Vehicle motion (Vehicle Motion, VM), - Anttiebssttang (Powerttain, PT),
Vehicle coordinator (Vehicle Coordinator, VC), info donors such. As environmental variables (Envüonment Data, ED), state variables (Drivüig Condition Data, DD), vehicle parameters (Vehicle Data, VD) and user variables (user
Data, UD), with these object-oriented components, with interfaces to the inside and outside (interface in and out) and a criteria coordinator (Criteria Coordinator, CC) to communicate to the query of plugins.
26. The computer system of spoke 25, characterized in that the component vehicle motion z. As the components traction and
comprises driving stability systems (ESP), driving motion coordinator (Vehicle Motion Coordinator, VMC) and propulsion / brakes (Propulsion / Brake, PrB).
27. A computer system according to claim 26, characterized in that the component propulsion / brake, z. B. has the component Triebsttang (Propulsion system PrSy), brake system (brake system BrSy) and a propulsion and brake coordinator (Propulsion and Brake Coordinator, PRBC), with a component Beschleunigungsaufteiler (Acceleration Request Manager, AccRM).
28. The computer system of any of claims 25 to 27, characterized in that the component Anttiebssttang, z. B. Antriebssttangkoordinator the components (Power Train coordinator, PTC), engine (engine Eng), Gettiebe (transmission, Tra) and the information transmitter power train state variables (Powerttain Data, PD) has.
29. The computer system of any one of claims 25 to 28, characterized in that the criteria coordinator with an application interface (application Prograrrariing- Interface, API) communicates.
30. The method 19 to 24 carried out 25 to 29 having substantially the following steps according to any one of claims with a computer system according to claim: to be assigned to characterize the environmental influences, the actual environmental data or state variables in Info donors, whereupon all the other components can access, except for the drive train state variables, after which only the drive train can access, is controlled by the vehicle coordinator to set a global optimization criterion, queries which proposals on the Kriterienkoordüiator from selected plug-ins, wüd controlled by the propulsion and brake coordinator Fahrerwunschinteφretation which in cooperation with selected plug- to about the criteria coordinator
determined requirements for brake and Anttiebssttang, wherein the driving motion coordinator preferably these requirements with the traction and driving stability system coordinates and the specifications of the Triebsttang or the brake system are passed, whereby on the application interface z. B. converted wüd a target vehicle acceleration in a Gettiebeausgangsmoment and is passed to the Anttiebssttang be selected by Antriebssttangkoordinator for determining the optimal operating point over the Kriterienkoordüiator Plug-ins and the Antriebssttangkoordinator with the plug-ins via the criteria coordinator kornmuniziert.
31. The method according to claim 30, characterized in that the choice of plug-ins with a prioritization method according to one of claims 8 to 18 carried out.
32. Computeφrogramm with program code means for implementing all steps of a method according to any one of claims 8 to 24 or 30 till 31 durchzufüliren when the Computeφrogramm is carried out on a computer or a corresponding computing unit.
33. Computeφrogrammprodukt with program code means which are stored on EMEM readable data carrier for 8 to 24 or 30 till 31 durchzufüliren a method according to one of claims when the Computeφrogramm is run on a computer or a corresponding computer unit.
PCT/DE2003/002541 2002-07-29 2003-07-29 Computer system and method for controlling, particularly for executing the coordinated drive train control of a motor vehicle WO2004014700A1 (en)

Priority Applications (4)

Application Number Priority Date Filing Date Title
DE10234635 2002-07-29
DE10234635.6 2002-07-29
DE2003134536 DE10334536A1 (en) 2002-07-29 2003-07-29 Road vehicle computer control system has interface with facility to receive function plug in modules and is particularly used for drive train control
DE10334536.1 2003-07-29

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
US10523546 US20060173601A1 (en) 2002-07-29 2003-07-29 Computer system and method for controlling, particularly for executing the coordinated drive train control of a motor vehicle
DE2003509329 DE50309329D1 (en) 2002-07-29 2003-07-29 Computer system and method for controlling, in particular for coordinated drive train control of a kraftfahzeuges
EP20030783935 EP1526987B1 (en) 2002-07-29 2003-07-29 Computer system and method for controlling, particularly for executing the coordinated drive train control of a motor vehicle

Publications (1)

Publication Number Publication Date
WO2004014700A1 true true WO2004014700A1 (en) 2004-02-19

Family

ID=31716588

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2003/002541 WO2004014700A1 (en) 2002-07-29 2003-07-29 Computer system and method for controlling, particularly for executing the coordinated drive train control of a motor vehicle

Country Status (4)

Country Link
US (1) US20060173601A1 (en)
EP (1) EP1526987B1 (en)
DE (1) DE50309329D1 (en)
WO (1) WO2004014700A1 (en)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006001272A1 (en) * 2006-01-10 2007-07-19 Siemens Ag Driveline for a full hybrid drive as well as methods and means for operating the drive train
CN101937217A (en) * 2010-07-26 2011-01-05 北京二七轨道交通装备有限责任公司 Grinding train control device, system and method
DE102011018554A1 (en) * 2011-04-26 2012-10-31 Continental Automotive Gmbh A method of defining a digital communication message and for implementing the method established functional unit
WO2013072096A1 (en) * 2011-11-15 2013-05-23 Robert Bosch Gmbh Device and method for operating a vehicle
DE102006006327B4 (en) 2006-02-11 2018-03-22 FEV Europe GmbH hybrid drive

Families Citing this family (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8032278B2 (en) * 2000-05-17 2011-10-04 Omega Patents, L.L.C. Vehicle tracking unit with downloadable codes and associated methods
EP1535153B1 (en) * 2002-07-29 2014-06-04 Robert Bosch Gmbh Prioritization method of information transmitters, particularly for executing the coordinated drive train control of a motor vehicle
US8756044B2 (en) * 2005-05-31 2014-06-17 The Mathworks, Inc. Graphical partitioning for parallel execution of executable block diagram models
US8447580B2 (en) * 2005-05-31 2013-05-21 The Mathworks, Inc. Modeling of a multiprocessor system
DE102005036924A1 (en) * 2005-08-05 2007-02-08 Bayerische Motoren Werke Ag Driver assistance system for a motor vehicle
WO2010051414A1 (en) * 2008-10-30 2010-05-06 Ford Global Technologies, Llc Vehicle and method for advising driver of same
JP2010149537A (en) * 2008-12-23 2010-07-08 Autonetworks Technologies Ltd Control apparatus, control method, and computer program
US8738228B2 (en) * 2009-10-30 2014-05-27 Ford Global Technologies, Llc Vehicle and method of tuning performance of same
US8886365B2 (en) * 2009-10-30 2014-11-11 Ford Global Technologies, Llc Vehicle and method for advising driver of same
DE102011008597A1 (en) * 2011-01-14 2012-07-19 GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) A method and means for controlling the downshift
US20140195208A1 (en) * 2013-01-09 2014-07-10 GM Global Technology Operations LLC Efficient partition refinement based reachability checking for simulinks/stateflow models
GB2516035B (en) * 2013-07-08 2017-03-29 Jaguar Land Rover Ltd Adaptive powertrain control for optimized performance
US20160090005A1 (en) * 2014-03-10 2016-03-31 Dean Drako Distributed Torque Generation System and Method of Control
WO2016197044A1 (en) * 2015-06-05 2016-12-08 Gogoro Inc. Systems and methods for vehicle load detection and response

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19648055A1 (en) * 1996-11-20 1998-06-04 Siemens Ag Powertrain control for a motor vehicle
US5957985A (en) * 1996-12-16 1999-09-28 Microsoft Corporation Fault-resilient automobile control system
DE10000997A1 (en) * 1999-01-28 2001-01-04 Ibm Electronic control system for controlling function of processing system used in motor vehicle, has main logic control components used to perform different special tasks and communicate with each other
WO2002002366A1 (en) * 2000-07-01 2002-01-10 Daimlerchrysler Ag Vehicle control system and method for controlling a vehicle
DE10044319A1 (en) * 2000-09-07 2002-03-21 Bosch Gmbh Robert An electronic system for a vehicle and system layer for operating functions

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5794164A (en) * 1995-11-29 1998-08-11 Microsoft Corporation Vehicle computer system

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19648055A1 (en) * 1996-11-20 1998-06-04 Siemens Ag Powertrain control for a motor vehicle
US5957985A (en) * 1996-12-16 1999-09-28 Microsoft Corporation Fault-resilient automobile control system
DE10000997A1 (en) * 1999-01-28 2001-01-04 Ibm Electronic control system for controlling function of processing system used in motor vehicle, has main logic control components used to perform different special tasks and communicate with each other
WO2002002366A1 (en) * 2000-07-01 2002-01-10 Daimlerchrysler Ag Vehicle control system and method for controlling a vehicle
DE10044319A1 (en) * 2000-09-07 2002-03-21 Bosch Gmbh Robert An electronic system for a vehicle and system layer for operating functions

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006001272A1 (en) * 2006-01-10 2007-07-19 Siemens Ag Driveline for a full hybrid drive as well as methods and means for operating the drive train
DE102006006327B4 (en) 2006-02-11 2018-03-22 FEV Europe GmbH hybrid drive
CN101937217A (en) * 2010-07-26 2011-01-05 北京二七轨道交通装备有限责任公司 Grinding train control device, system and method
DE102011018554A1 (en) * 2011-04-26 2012-10-31 Continental Automotive Gmbh A method of defining a digital communication message and for implementing the method established functional unit
WO2013072096A1 (en) * 2011-11-15 2013-05-23 Robert Bosch Gmbh Device and method for operating a vehicle
US9610942B2 (en) 2011-11-15 2017-04-04 Robert Bosch Gmbh Device and method for operating a vehicle

Also Published As

Publication number Publication date Type
EP1526987A1 (en) 2005-05-04 application
DE50309329D1 (en) 2008-04-17 grant
EP1526987B1 (en) 2008-03-05 grant
US20060173601A1 (en) 2006-08-03 application

Similar Documents

Publication Publication Date Title
US6339739B1 (en) System for controlling the motion of a vehicle
Li et al. Model predictive multi-objective vehicular adaptive cruise control
US7798578B2 (en) Driver feedback to improve vehicle performance
US20110112740A1 (en) Control device for internal combustion engine and method for controlling internal combustion engine
US20020107106A1 (en) Vehicle driving control device and method
US6625535B2 (en) Adaptive powertrain braking control with grade, mass, and brake temperature
US6216068B1 (en) Method for driver-behavior-adaptive control of a variably adjustable motor vehicle accessory
US6463373B2 (en) Fail-safe system in integrated control of vehicle
US4853720A (en) Condition adaptive-type control method for internal combustion engines
US6308124B1 (en) System for determining an equivalent throttle valve for controlling automatic transmission shift points
US5915801A (en) Regenerative brake controller for controlling value of regenerative braking torque simulating engine braking torque
US6021370A (en) Vehicle/engine acceleration rate management system
US20080306668A1 (en) CRUISE CONTROL INTERACTION WITH DRIVER ComMANDED SPEED RESET
US5895435A (en) Vehicle drive mode estimating device, and vehicle control apparatus, transmission shift control apparatus and vehicle drive force control apparatus including drive mode estimating device
US20050240319A1 (en) Vehicle control information transmission structure, vehicle control device using the transmission structure, and vehicle control simulator using the transmission structure
US6092006A (en) Hierarchy system for controlling a vehicle
US5390117A (en) Transmission control with a fuzzy logic controller
US20100042282A1 (en) Travel control plan generation system and computer program
US20040044443A1 (en) Actuators report availabilities
US6188945B1 (en) Drive train control for a motor vehicle
US7263419B2 (en) Vehicle control
US5969640A (en) Method for spacing control for a motor vehicle
US7014592B2 (en) System and method for controlling an automatic transmission in a vehicle
US6609994B2 (en) Braking/driving control apparatus and method for automotive vehicle
US6873891B2 (en) Method and device for co-ordinating multiple driving system devices of a vehicle

Legal Events

Date Code Title Description
AK Designated states

Kind code of ref document: A1

Designated state(s): JP US

AL Designated countries for regional patents

Kind code of ref document: A1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IT LU MC NL PT RO SE SI SK TR

121 Ep: the epo has been informed by wipo that ep was designated in this application
WWE Wipo information: entry into national phase

Ref document number: 2003783935

Country of ref document: EP

WWP Wipo information: published in national office

Ref document number: 2003783935

Country of ref document: EP

WWE Wipo information: entry into national phase

Ref document number: 10523546

Country of ref document: US

ENP Entry into the national phase in:

Ref document number: 2006173601

Country of ref document: US

Kind code of ref document: A1

WWW Wipo information: withdrawn in national office

Country of ref document: JP

NENP Non-entry into the national phase in:

Ref country code: JP

WWP Wipo information: published in national office

Ref document number: 10523546

Country of ref document: US

WWG Wipo information: grant in national office

Ref document number: 2003783935

Country of ref document: EP